From the perspective of a transport service buyer and at the abstraction level of material flows, all
transports travel directly from product supplier to product customer. In reality, however, the directness
of transport services depends on factors such as geography, available infrastructure, temporary conditions,
shippers’ qualitative preferences, the economy of and practical possibilities for consolidation and
access to return flows. This work examines directness by structuring and elaborating upon the causes of
freight transport detours and briefly analysing their effect. The article also includes a discussion about
the prospects of capturing directness in a KPI, and how such a measure can be designed, measured,
monitored and used, as well as a brief analysis of the consequences of using it for monitoring and
controlling supply chain performance.
Detours are divided into supply chain, logistics and freight transport detours respectively and most
attention is paid to the last kind of detour. Freight transport detours are divided into physical, political,
commercial, operational and non-planned causes for detours. The first two stipulate the system environment
in which the focused actors, transport service providers, decide upon detours. Operational
causes are subject to internal decision making whereas commercial and non-planned causes are both
external and internal to transport service providers.

Länka till denna publikation

Dela på webben

Skapa referens, olika format (klipp och klistra)

BibTeX @article{Woxenius2012,author={Woxenius, Johan},title={Directness as a key performance indicator for freight transport chains},journal={Research in Transportation Economics},issn={0739-8859},volume={36},issue={1},pages={63-72},abstract={From the perspective of a transport service buyer and at the abstraction level of material flows, all
transports travel directly from product supplier to product customer. In reality, however, the directness
of transport services depends on factors such as geography, available infrastructure, temporary conditions,
shippers’ qualitative preferences, the economy of and practical possibilities for consolidation and
access to return flows. This work examines directness by structuring and elaborating upon the causes of
freight transport detours and briefly analysing their effect. The article also includes a discussion about
the prospects of capturing directness in a KPI, and how such a measure can be designed, measured,
monitored and used, as well as a brief analysis of the consequences of using it for monitoring and
controlling supply chain performance.
Detours are divided into supply chain, logistics and freight transport detours respectively and most
attention is paid to the last kind of detour. Freight transport detours are divided into physical, political,
commercial, operational and non-planned causes for detours. The first two stipulate the system environment
in which the focused actors, transport service providers, decide upon detours. Operational
causes are subject to internal decision making whereas commercial and non-planned causes are both
external and internal to transport service providers.},year={2012},keywords={Detour, Directness, Distance, Efficiency, Freight transport, Key performance indicator},}

RefWorks RT Journal ArticleSR ElectronicID 162983A1 Woxenius, JohanT1 Directness as a key performance indicator for freight transport chainsYR 2012JF Research in Transportation EconomicsSN 0739-8859VO 36IS 1SP 63OP 72AB From the perspective of a transport service buyer and at the abstraction level of material flows, all
transports travel directly from product supplier to product customer. In reality, however, the directness
of transport services depends on factors such as geography, available infrastructure, temporary conditions,
shippers’ qualitative preferences, the economy of and practical possibilities for consolidation and
access to return flows. This work examines directness by structuring and elaborating upon the causes of
freight transport detours and briefly analysing their effect. The article also includes a discussion about
the prospects of capturing directness in a KPI, and how such a measure can be designed, measured,
monitored and used, as well as a brief analysis of the consequences of using it for monitoring and
controlling supply chain performance.
Detours are divided into supply chain, logistics and freight transport detours respectively and most
attention is paid to the last kind of detour. Freight transport detours are divided into physical, political,
commercial, operational and non-planned causes for detours. The first two stipulate the system environment
in which the focused actors, transport service providers, decide upon detours. Operational
causes are subject to internal decision making whereas commercial and non-planned causes are both
external and internal to transport service providers.LA engLK http://dx.doi.org/10.1016/j.retrec.2012.03.007LK http://gup.ub.gu.se/records/fulltext/162983/162983.pdfOL 30